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INFRA Grants FAQs

FAQs for the INFRA grants will be regularly updated. Please check back often for answers to commonly asked questions. If you have a question that is not addressed here, please emailINFRAgrants@dot.gov

Why is the Department changing the existing program?

The current system is not working:

Evidence has shown that, in the past, when some State and local governments receive and spend federal funding for infrastructure, they divert future funding away from key infrastructure needs towards other uses – leading to little or no net benefit to infrastructure. With nearly $9.8 billion in funding requested in FY 2016 for FASTLANE, we need to take steps to get more bang for the buck. By getting more of our partners to use federal funding as a supplement — not a substitute — we seek to increase the amount of overall funding that goes to infrastructure.

Many necessary projects get caught in red tape more related to the bureaucratic checking of a box than to protecting environmental and community outcomes.

Oftentimes projects are launched without a real plan to account for future operations and maintenance costs for the life-cycle of the project — leading to the crumbling infrastructure that plagues our country today.

The American Society of Civil Engineers estimated that the U.S. has over $4.5 trillion in infrastructure needs[1]. The Department believes that we can’t afford to continue making the mistakes of the past.

In addition to the program name, what has changed in the new INFRA competition?

The program goals and selection criteria have changed substantially from FASTLANE. Under the INFRA program, projects that use innovative approaches to make each the federal dollar go further and encourage more parties to put skin in the game through higher leverage, are willing implement innovative approaches to permitting and project delivery, and project sponsors willing to measure their performance and hold themselves accountable will all find something to like in the new NOFO.

The Department intends to provide careful consideration to projects that address transportation needs in rural areas of varying sizes.

What stayed the same from previous FASTLANE competitions?

The eligible costs, project types, cost share, project sizes and other requirements defined by the statute have not changed. The program still focuses on projects that generate national or regional economic, mobility, and safety benefits.

Will the Department have a separate FY 2018 competition?

No. Subject to availability, FY 2018 funds for Large and Small Projects are included in this INFRA NOFO.

How does the INFRA Grant program focus on safety?

Safety is the top priority of the Department, and this program supports our continued commitment to safety.

The Department seeks applications that are likely to yield safety benefits. Projects with significant safety benefits will be competitive under the Economic Vitality criterion.

In addition, the Department is considering innovative approaches to transportation safety, particularly projects which incorporate innovative design solutions, enhance the environment for automated vehicles, or use technology to improve the detection, mitigation, and documentation of safety risks, as part of the Innovation selection criterion.

Why isn’t the Department making Large Project selections from the existing applicant pool for FY 2017 funding?

The Department believes that with the right incentives, project sponsors across the country can make dramatic, long-term improvements in the way projects are delivered and maintain our transportation infrastructure. The INFRA Grant program represents an opportunity to provide those incentives. While this has required the development of updated selection criteria, the program still adheres to statutory requirements. The new criteria represent a significant improvement over the status quo, so the Department will provide applicants an opportunity to apply under the new criteria.

If the INFRA program is such a significant improvement from FASTLANE, why does the Department intend to make FY 2017 Small Project awards under the FASTLANE selection criteria?

Due to the comparatively small amount of funding statutorily reserved for Small Projects, $78.88M of the total, the Department will move forward with making Small Project selections from previously submitted applications under the FASTLANE criteria, while reserving the bulk of the funding to be awarded under the improved INFRA Grant criteria. We’re finalizing our Small Project selections in the hopes of getting those projects underway soon, while at the same time focusing efforts on the new Administration’s priorities.

When does the Department anticipate notifying Congress with proposed selections for FY 2017 FASTLANE Small Projects?

The Department recognizes the efforts applicants took to apply and fully understands the great transportation needs facing communities throughout America. The Department anticipates notifying Congress of proposed FY 2017 Small Project awards soon.

Why is the Department publishing the INFRA NOFO now, rather than waiting until the FASTLANE FY 2017 Small Project selections have been made?

Publishing the INFRA NOFO now provides applicants with additional time to understand the new selection criteria, receive technical assistance from the Department, and submit new applications which best address the INFRA selection criteria and program goals. To help accommodate applicants, particularly Small Projects awaiting the outcome of their submission, the Department is extending the application window to 120 days, compared with 45 days in the FY 2017 FASTLANE competition.

For applicants that have already submitted a previous FASTLANE application and have limited resources to develop new INFRA applications, can they resubmit their old application?

The new INFRA NOFO specifically allows applicants to resubmit their old applications if they believe their project aligns with the new INFRA criteria. In these cases, applicants may submit an appendix with their previous application. The appendix will describe how their project aligns with the new INFRA criteria and include any required supplemental information not included in their original application.

Will the Department provide feedback or debriefs on previous applications?

Once the FASTLANE FY 2017 Small Projects selections have been made and the Congressional notification period has ended, the Department will continue its policy of providing technical debriefs on those applications. Because the FASTLANE evaluations for Large Projects were not completed, feedback on those applications will be more limited.

Will the INFRA program make freight projects a priority?

The Department anticipates that in addition to meeting statutory requirements, the INFRA program’s focus on economic vitality, leverage (including private sector participation), innovation, and performance, means that freight projects will be competitive.

How will INFRA Grants address the needs of rural areas?

The new INFRA program preserves the statutory requirement to award at least 25% of funding for rural projects. It calls on the Department to consider an equitable balance in funding for geographic diversity among recipients. This means accounting for the impact of transportation funding for the economic revitalization of rural and disadvantaged communities. The Department will give full consideration to the unique needs of rural areas.

In addition, while the INFRA program emphasizes the leveraging of non-federal and private sector funding as a selection criteria, the Department understands that rural areas may not have access to the same resources as those available to wealthier, more populous areas. The Department intends to consider constraints on an applicant’s ability to generate, attract, or otherwise draw on non-federal or private sector funding when considering each project’s financial plan.

The Department also recognizes that it can better balance the needs of rural and urban communities if it does not take a binary view of urban and rural, and accordingly the Department will consider the actual population of the community that each project serves, in addition to whether it meets the urban or rural definition described in the law. This means rural areas with a population of 10,000 people will not be treated the same as rural areas with 190,000 people.

How do the INFRA Grants address access and mobility issues?

The Economic Vitality criterion considers projects that reduce barriers separating workers from employment centers and ones that connect peripheral regions to urban centers or job opportunities. This also supports projects that bridge gaps in service in rural areas and projects that attract private economic development. Many of the related principles that were captured in the Community and Environmental Outcomes criterion in FASTLANE remain in the Economic Vitality criterion in the INFRA Grant program.

What does the Department mean by the term “leverage”?

The term leverage, as used in the INFRA NOFO, refers to the degree to which a project uses non-federal sources of funding to pay for construction. This can include State, local, and private sector funding, projects that raise revenue directly, projects that benefit from local self-help, and projects that pair INFRA grants with broader-scale innovative financing, including federal credit assistance such as Transportation Infrastructure Finance and Innovation Act (TIFIA) and Railroad Rehabilitation Improvement Financing (RRIF) loans.

Why is leverage good?

The Department’s interest is that by awarding projects that leverage non-federal sources, the pool of resources being used to build and restore infrastructure will be expanded.

How does the evaluation process work?

First, technical evaluation teams made up of Departmental staff will determine whether projects satisfy statutory requirements and rate how well they address the selection criteria outlined in the NOFO. The Senior Review Team, comprised of Departmental leadership, will then consider the applications and the technical evaluations to determine which projects to advance to the Secretary for consideration. The Secretary will ultimately make the final selection for awards, consistent with the statutory requirements for INFRA Grants and the selection criteria in the NOFO.

You can also contact Grants.gov Customer Support Hotline at 1-800-518-4726, Monday-Friday from 7:00 a.m. to 9:00 p.m. EST.

Who can apply for a INFRA grant?

Eligible applicants for INFRA grants are

a State or group of States;

a metropolitan planning organization that serves an urbanized area (as defined by the Bureau of the Census) with a population of more than 200,000 individuals;

a unit of local government or group of local governments;

a political subdivision of a State or local government;

a special purpose district or public authority with a transportation function, including a port authority;

a Federal land management agency that applies jointly with a State or group of States;

a tribal government or a consortium of tribal governments; or

a multi-State or multijurisdictional group of public entities.

Can multiple States or jurisdictions apply together?

Yes. However, multiple States or jurisdictions that submit a joint application should identify a lead applicant as the primary point of contact. Each applicant in a joint application must be an eligible applicant. Joint applications should include a description of the roles and responsibilities of each applicant and should be signed by each applicant.

a highway or bridge project carried out on the National Highway System (NHS) including projects that add capacity on the Interstate System to improve mobility or projects in a national scenic area

a railway-highway grade crossing or grade separation project; or

a freight project that is:

an intermodal or rail project, or

within the boundaries of a public or private freight rail, water (including ports), or intermodal facility, is a surface transportation infrastructure project necessary to facilitate direct intermodal interchange, transfer, or access into or out of the facility, and will significantly improve freight movement on the National Highway Freight Network. For these projects Federal funds can only support project elements that provide public benefits.

When is the latest eligible obligation date and how will the Department assess whether a project is reasonably expected to begin construction not later than 18 months after the date of obligation of funds for the project?

Per statute, at the very latest INFRA grant FY 2017 funds must be obligated by September 30, 2020 and construction must begin by March 30, 2022; FY 2018 funds must be obligated by September 30, 2021 and construction must begin by March 30, 2023. However, a project schedule that shows obligations and construction close to those deadlines will have more risk in meeting the statutory requirements. In other words, the Department will evaluate the readiness of projects, and a large project with obligation and construction schedules before the deadlines presents less risk. Applications should provide a sufficient amount of detail in the project schedule to allow the Department to make this risk assessment. Such detail should include dates for major project development milestones, completion of preliminary engineering, final design, approval of the plans, specifications, and estimate, and start of construction for the project.

Additionally, the Department recognizes that it can better balance the needs of rural and urban communities if it does not take a binary view of urban and rural. In addition to considering whether a project is “rural” as defined by the INFRA statute and described above, when balancing the needs of rural and urban communities, the Department will consider the actual population of the community that each project serves.

What’s the difference between a small and large project?

The minimum project size for large projects is the lesser of:

$100 million;

30 percent of a State’s FY 2016 Federal-aid apportionment if the project is located in one State; or

50 percent of the larger participating State’s FY 2016 apportionment for projects located in more than one State.

A small project is a project that does not meet the minimum project size requirements for a large project.

The following chart identifies the minimum total project cost for large projects for FY 2017 and estimates for FY 2018 for both single and multi-State projects.

Minimum Total Project Cost for Large Projects for FY17/18

State

FY17 NSFHP

(30% of FY16 apportionment)

One-State Minimum

(millions)

FY17 NSFHP

(50 % of FY16 apportionment)

Multi-State Minimum*

(millions)

FY18 NSFHP

(30% of FY17 apportionment)

One-State Minimum

(millions)

FY18 NSFHP

(50% of FY17 apportionment)

Multi-State Minimum*

(millions)

Alabama

$100

$100

$100

$100

Alaska

$100

$100

$100

$100

Arizona

$100

$100

$100

$100

Arkansas

$100

$100

$100

$100

California

$100

$100

$100

$100

Colorado

$100

$100

$100

$100

Connecticut

$100

$100

$100

$100

Delaware

$51

$86

$52

$87

Dist. of Col.

$49

$81

$49

$82

Florida

$100

$100

$100

$100

Georgia

$100

$100

$100

$100

Hawaii

$51

$86

$52

$87

Idaho

$87

$100

$88

$100

Illinois

$100

$100

$100

$100

Indiana

$100

$100

$100

$100

Iowa

$100

$100

$100

$100

Kansas

$100

$100

$100

$100

Kentucky

$100

$100

$100

$100

Louisiana

$100

$100

$100

$100

Maine

$56

$94

$57

$95

Maryland

$100

$100

$100

$100

Massachusetts

$100

$100

$100

$100

Michigan

$100

$100

$100

$100

Minnesota

$100

$100

$100

$100

Mississippi

$100

$100

$100

$100

Missouri

$100

$100

$100

$100

Montana

$100

$100

$100

$100

Nebraska

$88

$100

$89

$100

Nevada

$100

$100

$100

$100

New Hampshire

$50

$84

$51

$85

New Jersey

$100

$100

$100

$100

New Mexico

$100

$100

$100

$100

New York

$100

$100

$100

$100

North Carolina

$100

$100

$100

$100

North Dakota

$76

$100

$77

$100

Ohio

$100

$100

$100

$100

Oklahoma

$100

$100

$100

$100

Oregon

$100

$100

$100

$100

Pennsylvania

$100

$100

$100

$100

Puerto Rico

$44

$74

$44

$74

Rhode Island

$67

$100

$67

$100

South Carolina

$100

$100

$100

$100

South Dakota

$86

$100

$87

$100

Tennessee

$100

$100

$100

$100

Texas

$100

$100

$100

$100

Utah

$100

$100

$100

$100

Vermont

$62

$100

$63

$100

Virginia

$100

$100

$100

$100

Washington

$100

$100

$100

$100

West Virginia

$100

$100

$100

$100

Wisconsin

$100

$100

$100

$100

Wyoming

$78

$100

$79

$100

*For multi-State projects, the minimum project size is largest of the multi-State minimums from the participating States.

What’s the minimum grant amount?

The minimum award for a large project is $25 million. The minimum award for a small project is $5 million.

Under the FAST Act, not more than $500 million in aggregate of the $4.5 billion authorized for INFRA grants over fiscal years 2016 to 2020 may be used for grants to freight rail, water (including ports), or other freight intermodal projects that make significant improvements to freight movement on the National Highway Freight Network. After accounting for FY 2016 and FY 2017 Small Project proposed FASTLANE awards, approximately $271.3 million within this constraint remains available. Only the non-highway portion(s) of multimodal projects count toward the $500 million cap. Within the non-highway portions of projects that count toward the $500 million maximum, the Federal share may fund only elements of the project that provide public benefit. Applicants are encouraged to identify components in their application that would count toward the $500 million cap.

Yes. A network of projects is one INFRA award that consists of multiple projects addressing the same transportation problem. Network projects envisioned could include, but are not limited to, projects that combine improvements along a corridor such as a number of improved or eliminated grade crossings.

Are only State Departments of Transportation eligible for INFRA grants?

No. INFRA grants may be provided to an eligible applicant. See Question for a list of eligible applicants.

Can a private railroad receive INFRA funds?

A private railroad is not eligible to receive an INFRA grant directly. However, if an INFRA grant recipient has independent legal authority to contract with or award funds to a railroad, then that railroad could receive funds as a contractor or a subrecipient. (See 2 CFR 200.300 for differentiating contractors and subrecipients.) Whether a project is carried out by the direct recipient, a subrecipient, or a contractor, the direct recipient remains responsible for ensuring all Federal requirements are satisfied. (2 CFR 200.330-200.334 provide information on subrecipient monitoring and management).

Some related costs incurred before a INFRA grant obligation may count toward meeting the minimum project size requirement for large projects, but only if those previously incurred expenses are eligible project costs for INFRA grants (see Section C.3.b. of the NOFO for eligible project costs) and were expended as part of the project for which the applicant seeks funds. Costs expended as part of another project may not be counted toward the minimum project size requirement. Although previously incurred costs may be used for satisfying the minimum project size requirement, they cannot be reimbursed with INFRA grant funds nor can they be used to meet the non-federal share requirement for an INFRA grant.

Do minimum project size requirements apply to all applicants for large projects?

Yes, minimum project size requirements are determined by the State(s) in which the project is located, even if the applicant is not a State. For example, the minimum project size requirement for a port authority seeking a INFRA grant is based on the funds apportioned to the State in which the project is located. Similarly, if the example project is located in more than one State, the cost threshold would be based on the based on the funds apportioned to the one State, among the States in which the project is located, with the largest apportionment. The FY17 apportionments for each State can be found here: https://www.fhwa.dot.gov/legsregs/directives/notices/n4520245/.

What are the Federal and non-Federal share requirements for INFRA grants?

INFRA grants may be used for up to 60 percent of future eligible project costs. Federal assistance other than a INFRA grant may be used to satisfy the non-Federal share of the cost of a project receiving a INFRA grant, but the total Federal assistance may not exceed 80 percent of future eligible project costs. 23 U.S.C. 117(j)(2).

For Federal Land Management Agencies (FLMAs), any Federal funds other than those made available under titles 23 or 49, U.S.C., with some exceptions, may be used to pay the non-Federal share of the cost of a project carried out under the INFRA Grant Program by an FLMA that applies jointly with a State or group of States. 23 U.S.C. 117(j)(3). The Notice of Funding Opportunity for the INFRA Grant Program includes additional information about the use of Federal funds to fulfill the non-Federal share requirements for INFRA grants.

The cost share requirements represent the statutory maximum Federal and non-Federal percentages of future eligible project costs. The cost share requirements differ from the Leveraging selection criteria, which considers the extent to which an application proposes to use non-Federal funding.

Also, since the law specifically establishes the Federal share for INFRA grants, the maximum Federal share is not subject to adjustment based on other statutory provisions. As examples, neither “sliding scale” adjustments authorized under 23 U.S.C. 120(a) and (b), nor the 100 percent Federal share for certain projects on highways and access roads on the Appalachian Development Highway System (ADHS), apply under this program. (See Question 6(a) and the FHWA FAST Act Fact Sheet on Federal Share http://www.fhwa.dot.gov/fastact/factsheets/federalsharefs.pdf.)

What are the requirements for large projects that receive INFRA grants?

The Department may select a large project under the INFRA Grant Program only if the Department determines that:

the project will generate national or regional economic, mobility, or safety benefits;

the project will be cost effective;

the project will contribute to the accomplishment of 1 or more of the national goals described under 23 U.S.C. 150;

the project is based on the results of preliminary engineering;

with respect to related non-Federal financial commitments—

1 or more stable and dependable sources of funding and financing are available to construct, maintain, and operate the project; and

contingency amounts are available to cover unanticipated cost increases;

the project cannot be easily and efficiently completed without other Federal funding or financial assistance available to the project sponsor; and

the project is reasonably expected to begin construction not later than 18 months after the date of obligation of funds for the project. 23 U.S.C. 117(g).

If a large project consists of multiple components or is part of a network of projects (as described in section C.3.f. and C.3.g. of the Notice of Funding Opportunity), each component should satisfy the requirements above.

See Section C in the notice of funding opportunity for additional requirements for large projects that are eligible as intermodal freight, rail, or facility projects.

A large project must be based on the results of preliminary engineering (PE) to be selected, but the statute authorizes the use of INFRA grants for development phase activities, including PE. How is this possible?

While development phase activities are eligible project costs, to be considered for selection, some environmental analysis and preliminary engineering must be undertaken before applying. The Department will evaluate the level of completion of development phase activities to assess project readiness and risk, including whether a project is reasonably expected to begin construction within 18 months of obligation of INFRA grant funds. Eligible development phase activities may only be considered for reimbursement if they occurred after the project received a INFRA grant. To be reimbursed, they must be authorized and allowable expenses before being incurred.

Does the environmental review process for compliance with the National Environmental Policy Act (NEPA) need to be completed prior to a grant award?

No. The application should provide a schedule that clearly demonstrates the timeframe for completion of environmental review activities that need to be completed before the start of construction for the project and any risks for meeting the projected timeframe. The Department will not authorize or obligate INFRA funds for construction, final design, or right-of-way acquisition until NEPA is complete. Incomplete environmental review may affect the Department’s evaluation of whether the project is reasonably expected to begin construction within 18 months of obligation of grant funds.

How will the Department assess whether the project has one or more stable and dependable sources of funding, that financing is available to construct, maintain, and operate the project, and whether contingency amounts are available to cover unanticipated cost increases?

To enable the Department to assess non-Federal financial commitment, the following are examples of information applicants could include:

Each proposed non-Federal source of capital and operating financing that is stable, reliable, and available within the proposed project timetable;

Existing financial commitments and a project plan that provides for the availability of contingency amounts;

The degree to which financing sources are dedicated to the purposes proposed;

Any debt obligation that exists or is proposed by the recipient for the proposed project; and

The extent to which the project has a non-Federal financial commitment that exceeds the required non-Federal share of the cost of the project; or

Demonstration that the proposed project emerges from fiscally constrained metropolitan and statewide planning processes, consistent with 23 CFR Part 450.

How is a water port facility defined for INFRA grants?

A water facility can include one where freight is transshipped between water and surface modes, even if not formally categorized as a port. A Public Port is a functional entity of a State or Local Government with facilities used to move or transfer goods or people between either two or more land modes of transportation or land and water modes of transportation. Water ports can be located along coasts, inland rivers or the Great Lakes. Project eligibility is limited to landside components of the facilities, and with the exception of highway, bridge, railway-highway grade crossings, and grade separations within the facility’s boundaries, is subject to restrictions provided in 23 USC 117(d)(2) that require that: (1) the project must make significant improvements to freight movements on the National Highway Freight Network and (2) only the components of the project that generate public benefits are eligible for Federal funding.

What is the readiness requirement for small projects?

The statutory requirement that a project be reasonably expected to reach construction within 18 months of obligation applies only to Large Projects.

Can INFRA grants be used for highways and bridges that are not on the National Highway System or National Highway Freight Network?

INFRA grants are limited to highways and bridges on the National Highway Freight Network (NHFN) or the National Highway System (NHS). If an applicant’s request for funding is contingent upon an addition to the NHS or NHFN, the applicant should include information sufficient to demonstrate that the highway or bridge will be added to the respective network before obligation of funds. In addition, the applicant must show, among other things, that the project meets program requirements including that large projects are based on the results of preliminary engineering and that the project is reasonably expected to begin construction within 18 months of obligation.

The FAST-Act-defined NHFN includes critical rural freight corridors (CRFCs) and critical urban freight corridors (CUFCs) (23 U.S.C. 167(c)). If an applicant’s request for funding is contingent on a new highway being designated as a CRFC or CUFC, the application should include information sufficient to demonstrate that the State and/or Metropolitan Planning Organization will make such designation before obligation of a INFRA grant, that the planned public road or facility is critical to the future efficient movement of goods, and that the CRFC or CUFC meets the criteria described in 23 U.S.C. 167(e) (for CRFCs) or 23 U.S.C. 167(f) (for CUFCs).

Can toll credits be used to meet the non-Federal share requirement for INFRA grants?

A State may use toll credits toward the non-Federal share requirement for INFRA grant funds. States should refer to 23 U.S.C. 120(i) for detailed information on the terms governing the use of toll credits.

Do railway-highway grade crossing or grade separation projects have to be on the National Highway Freight Network or National Highway System to be considered eligible projects?

No. While grade crossing or grade separation projects do not have to be on the National Highway Freight Network or National Highway System, the projects must meet other program requirements.